Unloading and loading crane arrangement and assembly of two unloading and loading crane arrangements

ABSTRACT

An unloading and loading crane arrangement ( 35 ) with a boom ( 37 ), in particular a projecting boom, for loading and unloading a ship using a gripper ( 7 ) attached to the boom, which boom is hingedly connected to an arm ( 43 ) via a hinge point, wherein the arm is placed on at least one landside guide ( 59 ) and one waterside guide ( 61 ), wherein the waterside guide is placed at a higher level than the landside guide. An assembly of two or more such unloading and loading crane arrangements is also described.

The invention relates to an unloading and loading crane arrangement witha boom, in particular a projecting boom, for loading and unloading aship using a gripper attached to the boom, which boom is hingedlyconnected to an arm via a hinge point, wherein the arm is placed on atleast one guide or rail. The invention furthermore relates to anassembly of two unloading and loading crane arrangements.

There is a worldwide trend to design and construct new containerterminals for ports in such a manner that loading and unloading ofcontainer ships using so-called Ship-To-Shore (STS) cranes can becarried out more quickly, so that the turnaround time of container shipsin container ports can be reduced. As a consequence, it is necessary toadapt the cargo handling on the terminal to make it possible for loadingand unloading to take place simultaneously, so that as few empty runs aspossible take place, which is also referred to as dual cycling.

FIG. 1 shows a diagrammatic illustration of an existing unloading andloading crane arrangement 1. Such an arrangement 1 can travel in itsentirety along two rails 23 and 25 which extend in the longitudinaldirection, substantially parallel to the quay 27, in particular parallelto the water side of the quay 27. The rail 25 is situated closest to awater side 29 of the quay 27 on which container ships can dock. The rail23 is preferably recessed in the surface 21 of the quay 27, so thatvehicles can easily move transversely to the quay, in a direction awayfrom the water 29, at right angles to the rail 23 without being hamperedby the rail. The rail 25 can therefore be installed on instead of in thequay surface 21.

The unloading and loading crane arrangement 1 comprises wheels 31 bymeans of which it can move over the rails 23, 25 in a longitudinaldirection along the quay 27, i.e. at right angles to the transversedirection.

The unloading and loading crane arrangement 1 also comprises a boom 3underneath which a gripper or hoist 7 is fitted which can be moved inthe transverse direction along the underside of the boom 3 by means of aknown drive unit. Usually, a cab 7′ for an operator is provided near thegripper 7. The term gripper or hoist is intended to mean any devicewhich is provided on a boom 3 and which can grip containers on acontainer ship 150 and lift them. The boom 3 is attached to the rest ofthe unloading and loading crane arrangement by means of a hinge 33. Saidrest forms a fixed structure which consists of various parts. Theseinclude an arm 13 which extends in the longitudinal direction next tothe boom 3 and is configured in such a manner that the hoist 7 can moveto the underside of the arm 13 along the underside of the boom 3 andvice versa. In a position under the arm 13, the hoist is denoted byreference numeral 7″. Arm 13 rests on structure 15 which in turn restson columns 17 and 19. The columns 17, 19 are provided with said wheels31. The area 2 below hoist 7″ and arm 13, between the columns 17 and 19,is also referred to as buffer-in area 2, and is used to temporarilystore containers.

The hoist 7 can be moved downwards from the boom 3 by means which areknown per se in order to grip a certain cargo in the hold of a ship, forexample a container, and can subsequently be moved upwards again.

On the arm 13, a machine housing 9 is arranged which contains a machinewhich is known per se and which is connected to the boom 3 by means ofcables 5. An operator can control the machine in such a manner that theboom 3 with the cables 5 can be pulled up around hinge 33, so that shipscan moor more easily without hitting the boom 3. Reference numeral 3′denotes the boom in the upright position.

On the arm 13, a counterweight 11 is arranged which has a weight whichis such that, together with the own weight of the STS crane, theunloading and loading crane arrangement is balanced on the rails at alltimes, irrespective of the fact whether the hoist 7 has or has notgripped a load.

The fixed structure of the unloading and loading crane arrangement 1usually comprises four legs or columns 17, 19 underneath which thewheels 31 are fitted and which bear the entire weight of the unloadingand loading crane arrangement.

Traditional unloading and loading crane arrangements as illustrated inFIG. 1 and FIG. 12 are used to take containers from a ship using a hoist7 and placing them in a so-called buffer-in area 2. With known devices,this is usually the area underneath arm 13 and between columns 17 and19. There, the containers are then picked up by, for example, a straddlecarrier 103 and taken to a storage depot 4 further inland, where theyare later, for example, loaded onto purpose-built lorries 6 in order tobe transported on the road.

This makes it necessary for the rails 31 which are situated inland to befitted recessed in the quay so that the straddle carriers can drive onthem. Such a recessed structure requires more maintenance and it alsoresults in vehicles (for example straddle carriers 103) being situatedunderneath the unloading and loading crane arrangement during operation,which requires coordination with regard to the dropping and picking upof containers in the buffer-in area by hoist 7.

The present structure inter alia has the following drawbacks. Knownunloading and loading crane arrangements 1 have wheels 31 by means ofwhich the arrangements can be displaced on rails 23, 25. No tensileforces can be transmitted between the wheels 31 and the rails 23, 25, sotherefore the devices have to be made heavy in order to achieve thedesired balance, in particular by means of a large own weight and byfitting large amounts of ballast, for example in the form ofcounterweight 11. The large own weight and the use of ballast isdisadvantageous due to the fact that the material used is expensive,that more power is required to displace the arrangement as a result ofthe increased mass, and the increased requirements regarding thestrength and stability of the rails 23, 25 and the quay 27 as a resultof the increased weight. The fact is that if there are two such parallelrails 23, 25 and the crane has four wheel sets 31, almost half theentire weight of such cranes can be at any position on said rails at anypoint in time. For this reason, quays on which container ships moorhave, until now, had to be very sturdy and strong. When building acontainer terminal on land with existing quays, said quays have to bereplaced and on land with no quays, no container terminal can be builtwithout a new quay.

Another drawback is the fact that, as a result of the fact that shipsare becoming ever wider, the boom 3 has to project further fromstructure 15, which increases the pressure load on rail 25 duringloading and unloading and increases the need for greater ballast 11 overrail 23. With the traditional method, the waterside rail 25 is for thisreason positioned as closely as possible to the edge of quay 27, whichlimits the working space on the outer side of rail 25.

Furthermore, rails in grooves in the quay also have the drawback thatthe grooves require cleaning in order to keep them free and usable, andthat they form a risk since they can cause employees to fall or stumble.Moving unloading and loading crane arrangements 1 on the quay are also arisk to all the other traffic on the quay.

Although EP 1 923 338 A1 shows a variant of the device from FIG. 1 whichaddresses the problems regarding the rails in the quay by placing therails in a raised position, but this device has new drawbacks. Thus,additional operations are, for example, required if a hoisted loadaccording to EP 1 923 338 A1 has to be brought past a column of therails. As a result thereof, this solution is not very practical. Boththe amount of material used and the total mass are not significantlyless in this solution than in the described prior art.

Another problem which is associated with the known cranes at present isthe fact that they have a counterweight which is situated at aconsiderable height. Said counterweight increases the material costs ofthe crane. A relatively high centre of gravity of the crane, partly dueto the counterweight, is not advantageous with regard to the stabilityand safety of the structure.

One of the problems with a shorter unloading time is that moretransportation equipment and a larger surface area will be needed forthe temporary storage (buffer-in) of containers before they can be takento a desired location, for example using straddle carriers, tractors,Automated Guided Vehicles (AGVs), etc., to a stack at the storage depot,where they can then be picked up by a lorry.

The way current terminals are laid out, a large amount of space isrequired in order to be able to transport the containers from underneaththe STS cranes (buffer-in area) to the stack-area. Irrespective ofwhether these transports take place by means of AGVs or by means ofstraddle carriers, both means of transport require a significant amountof manoeuvring space in an area directly behind the STS area.

It is an object of the invention to solve at least one or some of theseproblems.

The invention has several aspects which are claimed separately in theindependent claims, but which can also be applied in any desiredcombination.

The invention provides an unloading and loading crane arrangement with aboom, in particular a projecting boom, for loading and unloading a shipusing the gripper attached to the boom. The boom is hingedly connectedto an arm via a hinge point, wherein the arm is placed on at least onelandside guide and one waterside guide. The waterside guide is placed ata higher level than the landside guide. This embodiment, as well as theembodiments described below, has various advantages which will beexplained in more detail with reference to the figures. Some advantagesare the fact that rails and rail grooves in the quay are redundant, thatthe quay no longer has to be made so strong and that the working area onthe outer side of the quay is increased. In fact, when the guides aresupported by columns, there is no need for a quay at all. The columnscan also (partly) be placed in a bed. Insofar as there is a quayunderneath the arrangement, it increases safety locally. The unloadingand loading crane arrangement thus has a part which is displaceable inthe longitudinal direction, the arm of which serves as a kind of frame,and the boom with gripper which hinges with respect to the arm isconnected thereto, and a fixed part, with columns which support theguides on which or along which the arm is displaceable in thelongitudinal direction. Providing one guide which is placed at a higherlevel has the advantage that the structure requires less material andcan still reach the minimum height which is required for loading andunloading a container ship. In addition, the centre of gravity of thearrangement is lowered in an advantageous manner.

In an embodiment of the invention, at least one guide is placed oncolumns which have been placed in a quay and/or a bed. Columns are anadvantageous means for supporting the guides, as no reinforced quay hasto be provided underneath the entire reach of the unloading and loadingcrane arrangement. In fact, the arrangement may even be partly orcompletely above water.

In an embodiment of the invention, the waterside guide, depending on themagnitude of the projection, is placed at least 10 metres, preferably atleast 15, more preferably at least 20 metres higher than the landsideguide.

Another advantage of the rail 59 which is situated lower is that thetilting moment due to wind loads from the land side, and perpendicularto the quay, is significantly reduced in the operational position.

The theoretical tilting moment which could cause a tensile load on rail59, is approximately 95% less than with a traditional STS crane withrails at quay level and approximately 75% less than with an STS cranemodule with raised rails at equal height (for example according toEP1923338A1).

In an embodiment of the invention, the unloading and loading cranearrangement is configured and dimensioned in such a manner that thecentre of gravity of the arrangement is lower than a horizontal plane inwhich the boom is situated when it has been lowered, in which loweredposition the gripper can load and unload the ship. As a result thereof,it is possible to achieve a saving on material, while the structureremains very strong and storm-proof.

In an embodiment of the invention, the boom is fixedly connected to afurther arm, preferably an upright arm, wherein the boom and further armare situated at least essentially on either side of a hinge point, bymeans of which the boom is hingedly connected to the arm. Thus, the boomand the further arm are balanced in an advantageous manner, so that theboom can pivot relatively easily about the hinge point.

The invention furthermore provides an unloading and loading cranearrangement with a boom, in particular a projecting boom, for loadingand unloading a ship using a gripper attached to the boom, which boom ishingedly connected to an arm via a hinge point, characterized in thatthe boom is fixedly connected to a further arm, preferably an uprightarm, wherein the boom and further arm are situated at least essentiallyon either side of the hinge point. Thus, the boom and the further armare balanced in an advantageous manner, so that the boom can pivot aboutthe hinge point relatively easily. It is possible to provide a morelightweight counterweight or even no counterweight, thus savingmaterial.

In an embodiment of the invention, the boom, together with the uprightarm and with further connecting bars, forms a framework structure. Inthis way, the required strength is achieved while using less materialand increasing the projection.

In an embodiment of the invention, the boom in the framework structureforms one dimensionally stable projecting beam with a triangular or arectangular cross section.

In an embodiment of the invention, the further arm is dimensioned andconfigured to act as a counterweight when the boom pivots about thehinge point.

In an embodiment of the invention, the further arm is connected to adistal end of the arm via a draw bar. Optionally in combination withcables, it is possible to provide a mechanism for tilting the boom bymeans of the draw bar in an advantageous and efficient manner.

In an embodiment of the invention, the boom is configured as a singleboom. The prior art shows booms with double projecting booms. A drawbackof this double configuration is that the arrangement becomes wider.

In an embodiment of the invention, the hinge point is not placed above,but on the land side of the waterside guide. In an embodiment of theinvention, the hinge point is placed on the landside near the watersideguide.

In an embodiment of the invention, the arm is provided with a parkingplatform for placing the gripper and/or a cab for an operator which isconnected to the gripper there when the boom is tilted upwards. In anadvantageous manner, this prevents the gripper and/or the cab from beingcarried along when the boom is tilted upwards.

In an embodiment of the invention, the boom is provided with ananchorage which can be displaced along the latter and to which a cableis attached by one end thereof, which cable has another end which isattached to a guide or column for anchoring the boom in an upwardlytilted position. In this way, it is possible to anchor the arrangementin a storm-proof way in an advantageous manner.

In an embodiment of the invention, the arm is provided with wheelsconfigured to run on an upper surface of guides and running wheelsconfigured to run in a groove in the guides. The wheels make it possiblefor the arrangement to roll over the guides in the longitudinaldirection. The running wheels can also help to absorb tensile forces.

In an embodiment of the invention, the arm is provided with an anchoragewhich can be brought into an open position and a closed position, andwhich, in the open position, allows the arm of the arrangement to bedisplaced in the longitudinal direction along a column and, in theclosed position, prevents this passage. In the closed position, thearrangement is thus better able to absorb tensile forces resulting fromthe gripper lifting a load. In an open position, the arrangement can bemore readily displaced along the full length of the guide.

The invention also provides two or more adjacent unloading and loadingcrane arrangements having one or more of the above-described features,which are furthermore characterized in that the boom, the arm andfurther arm of the two or more unloading and loading crane arrangementsare dimensioned and configured such that the grippers of two suchunloading and loading crane arrangements operating next to one anothercan simultaneously load and unload containers from adjacent bays on acontainer ship. The more efficient design which the invention makespossible and in particular the savings in material usage which have beenachieved make it possible to provide unloading and loading cranearrangements which can cooperate in such an advantageous manner.

The invention will be explained by means of various figures which showdiagrammatic exemplary embodiments of various aspects thereof. Someoneskilled in the art will understand that parts of these figures areintended to be illustrative and that standard parts can be replaced bytechnically equivalent parts which fulfil the same or virtually the samefunction. It is also possible to change the shape of parts compared tothose in the figures without their technical function changingsubstantially.

The entire structure may be made from standard materials which are knownto the person skilled in the art. However, the inventive idea can alsobe embodied using materials which can fulfil the correct function butwhich will only become available in the future. Where the figures showrelative or absolute dimensions, these are intended as an example andthe invention is not limited by the illustrated dimensions or design orposition with respect to the shore or the mutual relationships betweenthe dimensions given.

FIG. 1 shows a diagrammatic illustration of a known unloading andloading crane arrangement;

FIGS. 2 a-2 p show diagrammatic illustrations of an unloading andloading crane arrangement according to aspects of the invention;

FIGS. 3 a-b show a diagrammatic illustration in perspective of anunloading and loading crane arrangement according to aspects of theinvention;

FIG. 4 shows a diagrammatic top view of a known unloading and loadingcrane arrangement;

FIG. 5 shows a diagrammatic top view of an unloading and loading cranearrangement according to an aspect of the invention;

FIGS. 6 a-d show diagrammatic illustrations of an unloading and loadingcrane arrangement according to an aspect of the invention;

FIGS. 7 a-b show a diagrammatic illustration of an unloading and loadingcrane arrangement according to an aspect of the invention;

FIGS. 8 a-d show diagrammatic illustrations of an unloading and loadingcrane arrangement according to an aspect of the invention;

FIGS. 9 a-e diagrammatically show a transport platform and conveyortrack for an unloading and loading crane arrangement according to anaspect of the invention;

FIGS. 10 a-b show a top view of a conveyor track and a conveyor floor;

FIGS. 11 a-b show a view in perspective of a conveyor floor in differentembodiments;

FIG. 12 shows a top view of a known unloading and loading cranearrangement and a stack area;

FIG. 13 a shows a top view of an unloading and loading crane arrangementand an integrated stack area in the STS area according to an aspect ofthe invention;

FIG. 13 b diagrammatically shows the loading and unloading process;

FIG. 13 c-d shows the simultaneous loading and unloading process in topview on the conveyor floor in an embodiment of the conveyor floorcomprising three tracks on the outer side of the row of columns 51 andfour tracks on the inside;

FIG. 14 shows an overview of an installation by means of whichcontainers can be loaded onto lorries or goods carriages;

FIG. 15 shows a side view of an unloading and loading crane arrangementwith the integration of stack area and STS area according to an aspectof the invention;

FIG. 16 shows a side view of a scanning device;

FIG. 17 shows a view in perspective of a scanning device.

FIGS. 18 a-c show a vehicle for use on a conveyor floor according theinvention.

In the figures, identical reference numerals refer to the same parts.FIG. 1 has already been discussed in the introduction.

FIGS. 2 a-2 p show diagrammatic illustrations of an unloading andloading crane arrangement 35 according to several aspects of theinvention. This arrangement 35 has a boom 37 on the underside of whichhoist 7 is arranged so as to be movable. Hoist 7 has the same functionand can carry out substantially the same movements as in FIG. 1. In use,the boom 37 extends over water, so that a ship 150 with cargo can passunder it.

The dimensions as indicated in FIG. 2 b only serve as an indication fora certain size of the installation. With a larger or smaller projectionof boom 37, the indicated dimensions may become larger or smaller.

On the landside, the boom 37 is fixedly connected to a slightly uprightarm 41. In order to provide strength, one or more, for example steel,securing parts 49 are fitted between upright arm 41 and various pointson the boom 37.

Preferably, the securing parts 49 are fitted together as a frameworkstructure, more preferably as a three-dimensional framework structure.The upright arm 41 is thus connected to the boom 37 in a substantiallyrigid way. In any case, the connection between arm 41 and boom 37 issuch that when the arm 41, from the position illustrated in FIG. 2 a, istilted around the hinge point 39 in the direction of the land, the boom37 tilts along in such a manner that a distal end of the boom 37 movesaway from the water surface. Above land, the arrangement 35 is providedwith an arm 43 which, in the drawing, is fitted at an acute angle to thehorizontal plane (or the boom 37, if this is in the lowered position).On the rear side, the arm 43 has a, for example horizontal, platform 44on which a counterweight can be placed. Preferably, the counterweight isomitted by configuring the structure of arm 43, arm 41 and boom 37 insuch a manner in terms of weight distribution that together they ensurethat the arrangement is sufficiently balanced, both in the position whenthe hoist 7 has gripped a load and in the position when the hoist 7 hasnot gripped a load. A machine housing 45 is placed on platform 44. Themachines in housing 45 are used to tilt the boom 37 about hinge point 39by means of cables 47 and draw bar 47′.

The boom 37, together with the upright arm 41 and the other bars of theframework structure 49, form one dimensionally stable projecting beamwith a triangular cross section.

This makes it possible to choose the dimensions of the boom in such amanner that projections of 100 metres or more are possible withoutcausing any problems.

In FIG. 2 b, with a distance of column 51 to the quay 27 of ±30 metres,this still makes it possible to achieve a sufficiently large outreach tobe able to load and unload the widest ships. A working space between thequay 27 and the waterside columns 51 of the fixed structure of ±30metres makes it possible to carry out virtually all longitudinalcontainer displacements for the purpose of loading and unloading on theouter side of the fixed structure while also allowing sufficient spacefor stacking the hatch covers.

FIG. 2 g shows a view in the transverse direction (i.e. at right anglesto a line along the quay) of the projecting part 37, 49 onto thewaterside rail beam 61. This dimensionally stable projecting structurecan be rotated upwards from the horizontal position about hinge point 39approximately as far as the vertical position or at least such that theend is sufficiently far from the side of the ship 150 (see FIG. 2 b). Inknown cranes, a substantially two-dimensional extending arm is oftenused (see, for example, FIG. 1 and FIG. 4). Such a two-dimensional armhas to be made extra strong in order to achieve the required rigidity.Using a framework structure as illustrated in FIGS. 2 a-2 o makes itpossible to make the crane module much lighter, which results in adirect saving in material as well as an indirect energy saving withregard to the displacement in the longitudinal direction of the quay. Itis also possible to achieve a saving during assembly in situ in anadvantageous manner as a result of the fact that lighter materials arebeing used.

In addition, the framework structure is preferably three-dimensionallystable, as a result of which the risk of damage as a result of a heavystorm or hurricane can be reduced significantly. In areas whereearthquakes, typhoons and the like have to be taken into account in thedesign, the illustrated framework structure offers sufficientpossibilities to limit the risks to a minimum.

The fixed framework structure which connects arm 37 and arm 41 viastructure 49 preferably does not use cables and winches. Thus, wear oncables and winches in this part of the crane will not occur and, in anadvantageous manner, less maintenance will be required than with a knownstructure, such as for example illustrated in FIG. 1. Due to the rigidframework structure of the boom 37, 41, 49, the crane module 35 is, forexample, better able to withstand heavy storms and hurricanes than aknown projecting boom which is anchored by cables and winches.

The landside arm 43 of the crane module 35 effectively forms the base ofthe crane module. Both on the underside 55 (that is to say, on the sideof platform 44, see also FIGS. 2 c and 2 d) and on the upper side 57(that is to say on the side of hinge point 39, see also FIGS. 2 e and 2f), the arm 43 has a wheel set 55 and 57, respectively, by means ofwhich the entire crane module can be displaced in the longitudinaldirection (substantially parallel to the quay) along the raisedwaterside guide or rail beam 61 and along the lowered landside guide orrail beam 55. The upper part 37, 41, 49 is attached to the landside arm43 which forms the base by means of the hinge 39 and the draw bar 47′.

In the embodiment from FIG. 2 a, the landside rail beam 59 is situatedapproximately 15 to 25 metres lower than the waterside rail beam 61.This results in a significant saving in the required structure materialcompared to the prior art, as is, for example, illustrated in FIG. 1. Anadditional advantage is that the centre of gravity 73 (see FIG. 7) ofthe entire crane module 35 comes to lie significantly lower than isknown from the prior art, which has an advantageous effect on thestability and the susceptibility to wind of the module 35. The centre ofgravity of the entire crane module 35, in particular of the entireassembly consisting of 37, 49, 41, 43, 44, 45, 47, is approximately 10to 15 metres below the waterside rail beam 61. The centre of gravity ofthe entire crane module 35 is thus, for example, at a height between theheights of the landside 59 rail beams and the waterside 61 rail beams.

The two parts of the crane module 35, the upper part 37, 41, 49 and thelower part 43 can be prefabricated and transported separately, whichresults in a significant simplification compared to known methods ofproduction and transportation.

The assembly consisting of boom 37, structure 49 and upright arm 41 isconnected to arm 43 via a hinge 39. This is done in such a manner thatthe boom 37 together with the arm 41 can tilt in such a manner that theboom 37 can be taken to an upright position, so that ships can moorunderneath the boom 37 without hitting it. The hinge point 39 issituated on the landside near the fixed supporting structures 61 and 51.When transporting containers from or to the ship, all loads on the boom37, 49, 41 are transferred to the rail 61 by means of the wheels 57 viathe arm 43. The hinge 39 is thus only subjected to little, if any load.To this end, the wheels 57 are provided with a “mounting” structure or“cam” structure.

Cables 47 are provided substantially parallel to the draw bar 47′,between the arm 41 of the upper part and the underside of arm 43. Thecables 47 are operational when the upper part 37, 41, 49 of the cranemodule is pulled up or lowered. As soon as the boom 37 is in ahorizontal position, the fixed draw bar 47′ assumes the tensile force,which also reduces the wear on cables 47 and winches. Preferably, thecables 47 and the draw bar 47′ serve as a backup facility in case anemergency occurs in one of the two.

On the upper side of arm 43, a “parking platform” 90 (see FIG. 2 e) isattached to the end side of the gripper 7 and the cab 7′ of the craneoperator. The gripper 7 and cab 7′ can thus be parked on the parkingplatform 90 separately from the upper part 37, 39, 41 when the upperpart is or has been lifted up.

FIG. 2/shows how, in the upright position, the upper part 37, 41, 49 canbe readily anchored in a storm-proof way on the waterside rail beam 61in case a heavy storm or hurricane is to be expected. On the upper sideof the columns 51, a cable 46 is present on a winch 44. The end of cable46 is attached to a displaceable and preferably remote-controllableanchorage 48 which is displaceably arranged on the side or on theunderside of the boom 37. After the anchorage 48 has been moved upwards,the cable 46 is made storm-proof by means of the winch 44. A problem ofknown crane modules is the fact that they can collapse in stormy weatherconditions. The storm-proof anchorage of the upper part 37, 41, 49, inan advantageous way, makes the crane module stronger, especially sincethe anchorage preferably engages with rail beam 61 at the location ofthe hinge point and with a range of, for example, ±60 metres. With knownSTS cranes, the anchorage point, if applicable, is at quay level, i.e.approximately 50 metres below the hinge point and with a range of, forexample, ±27 metres.

The arrangement 35 has a first series of fixed mechanical legs orcolumns 51 on the waterside of the quay 27 and a second series of fixedmechanical legs or columns 53 on the landside of the quay 27. Thesefirst and second series of fixed mechanical columns 51, 53 are fixedlyanchored to the ground and can therefore not be moved along rails 31, asis the case in FIG. 1. The unloading and loading crane arrangement 35 isprovided with wheels 55, 57 and support wheels 63, 65, but these are notintended to drive at quay level 27 itself. The area 97 between thecolumns 51 and 53 is denoted as the buffer-in area 97 insofar as thisarea is situated on dry land. Incidentally, the fixed arrangement canequally well be built over an inclined slope 29″, as is illustrated inFIG. 2 m, or completely over the water surface, as is illustrated inFIGS. 2 n and 2 o, with the columns 51, 53 being placed in the bed 29′.In these cases, quay 27 also refers to a mooring facility 27′, forexample a fender wall or a number of mooring posts or dolphins which arespaced apart slightly.

On the upper side, the first series of columns 51 is provided with afirst guide or rail 61 which extends in the direction of the quay 27(see for example FIG. 3 a). Said guide 61 is configured such that thewheels 57 can drive on this guide 61 in a direction parallel to the quay27. In a similar manner, the upper side of the second series of columns53 is provided with a second guide 59 which extends in the direction ofthe quay 27. Said guide 59 is configured such that the wheels 55 candrive on this guide 61 in a direction parallel to the quay 27 or mooringstructure 27′.

The combination is configured in such a manner that the boom 37 canswing upwards, while the wheels 57 still remain on the guide 61. Thearrangement 35 comprises one or more running wheels 63 which can rotatehorizontally in a notch in the guide 61. Thus, the arrangement 35 alsohas one or more running wheels 65 which can rotate horizontally in anotch in the guide 59. Thus, the guide/wheel connection is, in anadvantageous manner, configured to absorb tensile forces to a largedegree, in particular forces which could make the crane module tilt.Running wheels 63 may be provided in a groove on the landside of guide61 or the waterside of guide 61. Running wheels 65 may be provided in agroove on the landside of guide 59 or the waterside of guide 59.Reference numeral 67 (FIG. 2 h), for example in the shape of a hook,indicates a mechanical anchorage of the arrangement 35 to the railstructure on the landside.

FIG. 2 h shows a detail of the arrangement of the arm 43 with wheels 55on the landside rail beam 59. Securing part 91 is formed in such amanner that when the crane module 35 is placed on the rail beam 59,wheels 55 come into contact with an upper surface of the rail beam 59,and support wheels 65 run in a groove in the rail beam 59. Partial hook67 which can be opened forms an additional anchorage in case very heavyloads have to be lifted.

By means of the anchorage 67 of the part 43 on the landside rail beam 59(see also FIG. 2 i), little, if any ballast weight is required in thecrane module 35. This anchorage 67 is used during loading and unloadingof the containers. The resulting tensile forces are transmitted by thisanchorage 67 to the fixed structure and transmitted to the foundation 69via the columns 53 (see also FIG. 3 a).

While the crane module is driving in the longitudinal direction,parallel to the quay, and when stationary while lifting less heavyloads, any tensile forces resulting from wind loads and brake forces aretransmitted to the landside rail beam 59 by the support wheels 65 (seeFIGS. 2 j and 2 k). With this combination of loads, the anchorage 67 isnot required.

On the waterside, at rail beam 61, the crane module 35 is also providedwith a securing part 92 which cooperates with the rail beam 61 in asimilar way by means of wheels 57 and support wheels 63.

FIG. 2 m shows a variant in which the column or series of columns 51 isplaced in the bed 29′. The term bed 29′ is generally also understood torefer to the slope 29″ which is situated above or below water and may ormay not be reinforced. In FIG. 2 m, no quay wall is therefore provided,but, viewed from the landside in the direction of the waterside, thequay surface 21 ends at a certain point, beyond which a reinforced ornon-reinforced slope continues as far as the waterside. This variantmakes it possible, in an advantageous way, to provide an unloading andloading crane arrangement 35 without a reinforced quay 27. Preferably, amooring facility 27′ is provided, so that ships cannot come too close tothe landside.

FIG. 2 n shows a variant in which both series of columns 51 and 53 havebeen placed in the bed 29′ or slope 29″.

FIG. 20 shows a variant in which a second mooring facility 27″ has beenprovided on the landside of the first mooring facility 27′, as a resultof which a river vessel can moor between the mooring facility 27′ andthe series of columns 53. Obviously, it is also possible to construct asecond mooring facility between series 51 and 53. In the variant fromFIG. 2 o, the device 35 therefore also functions as a ship-to-shipunloading and loading crane arrangement. Cargo from a container ship 150can be gripped by gripper 7 and taken to a river vessel 151 via conveyorfloor 75 and transverse conveyor track 77.

Although FIGS. 2 a-2 p show an arrangement 35 in which the arm 43 is atan angle with respect to the boom 37, this is not strictly necessary foraspects of the invention, such as for example the use of the frameworkstructure or the foundation of the columns 51, 53 in a quay and/or in abed. Columns 53 may be of equal length to columns 51, and rails 59, 61may be situated at substantially the same height.

The embodiments described in connection with FIGS. 2 a-2 p can, in anadvantageous manner, be produced with less material than known cranemodules. For example, the cross sections of both rail beams 59 and 61may, in certain embodiments, have a height of at most 2 metres,preferably at most 1.5 metres, and a width of approximately at most 2metres, preferably at most 1.5 metres, as a result of which asignificant saving in material is achieved. The rail beams may have abox profile.

The term unloading and loading crane arrangement may, depending on thecontext, be used to refer to a single unloading and loading crane moduleor to an assembly of, for example, series of columns 51, 53, guides 59,61, and one or more loading crane modules which are displaceable on saidguides.

While FIGS. 2 a-2 p show different views of the unloading and loadingcrane arrangement according to aspects of the invention, FIGS. 3 a and 3b show a diagrammatic illustration in perspective with a relativelysmall projection and with a relatively large projection of the boom,respectively. Several columns 53 of the first series of columns canclearly be seen, as well as several columns 51 of the second series ofcolumns. In addition, FIG. 3 a shows that each of the first series ofcolumns 53 is anchored securely in the ground (quay 27 or bed) by meansof respective foundation means 69 and each of the second series ofcolumns 51 is anchored securely by means of respective foundation means71. Finally, FIG. 3 a shows that the complete structure may comprise twoor more adjacent movable crane modules of unloading and loading cranearrangements 35, 35″ which can all drive on the same guides 59, 61. Eachof such crane modules comprises a boom 37, an arm 41 and an arm 43, aswell as all the described parts which can be driven on the guides 59, 61by means thereof.

The structures illustrated in FIGS. 2 a-2 p and 3 a-b inter alia havethe following advantages. Use of ballast, for example as counterweight29 in FIG. 1, is not required in the structures illustrated in FIGS. 2a-2 o and 3 a-b, or hardly at all, which results in a saving inmaterial. Any tensile forces on the guides 59, 61 are transmitted to theground via the series of columns 51, 53 and foundation means 69, 71. Theunloading and loading crane arrangement 35 according to an aspect of theinvention can be displaced with relatively little energy. In addition,the displacement takes place at a distance above the quay surface 21 (ifpresent), as a result of which the traffic safety on the quay surface 21is improved. Finally, due to the use of raised guides, it is no longernecessary to keep rail grooves in the quay surface clean.

According to an aspect of the invention, the structural demands on thequay, in particular on the waterside, are reduced in an advantageousmanner. As FIG. 3 a already indicates, the total structure may beconfigured in such a manner that each column 51 can have its ownfoundation means 71. There are no longer any rails 25, as was the casein FIG. 1. The loads on the guides 61 exerted by movable parts of theunloading and loading crane arrangement 35 which can drive on guides 61,are transmitted to the fixedly arranged columns 51. The foundation means71 may be fitted in the ground and, depending on the positioning, noteach part of the quay 27 has to be dimensioned on the basis of a maximumload as was the case in FIG. 1 in the case of a continuous quay on dryland. Only the columns 51 have to be able to bear the load. The distancebetween two adjacent columns 51 is, for example, 27 to 30 m. This makesit possible to construct a container terminal above the water surfacewithout a quay wall.

According to an aspect of the invention, the structural demands on thequay site, in particular on the landside, are further reduced in anadvantageous manner. As FIG. 3 a indicates further, the overallstructure can be configured such that, on the landside, each leg 53 canhave its own foundation means 69. There are no longer any rails 23, aswas the case in FIG. 1. The loads on the guides 59 can be transmitted tothe fixedly arranged columns 53 by movable parts of the unloading andloading crane arrangement 35 which can drive on guides 59. Thefoundation means 69 may be fitted in the ground.

Only the columns 53 have to be able to withstand the load. The distancebetween two adjacent columns 53 is, for example, 27 to 30 m.

It is not necessary to provide a rail groove on the quay site with rails31 fitted therein in order for vehicles to be able to carry out atransverse movement, at right angles to the rails, with respect to thequay 27. In other words, the quay site does not require any obstacles onthe landside of the structure.

FIG. 4 shows a top view of a conventional unloading and loading cranearrangement 1. FIG. 4 shows that the boom 3 in the prior art consists oftwo booms 3 a, 3 b which run parallel to each other and between whichthe hoist 7 is situated. If, as in FIG. 4, the booms 3 a, 3 b arepositioned in such a manner that the gripper can reach containers in abay of a container ship, the parallel booms 3 a, 3 b block the adjacentbays. These are then not accessible for a possible second unloading andloading crane arrangement 1. This structure therefore makes itimpossible to load or unload containers from two adjacent bayssimultaneously.

However, in a further aspect of the invention, as is illustrated in FIG.5, the boom 37 can be configured as a single boom underneath which ahoist 7 which is displaceable in the transverse direction (away from thewater 29 and towards the water 29) is provided. In that case, there isonly one upright arm 41 and one arm 43 present for each boom 37. Thismakes it possible to make the movable crane modules of the unloading andloading crane arrangements less wide, so that two adjacent modules canload and unload adjacent bays of containers in a ship. As a resultthereof, several adjacent crane modules can operate at the same time,resulting in quicker loading and unloading of a ship.

As is illustrated in FIG. 1, traditional unloading and loading cranearrangements have a hinge 33 in the projecting boom 3. However,according to an aspect of the invention, the booms 37 have a hinge pointwhich is situated on the landside, near the columns 51. As isillustrated in FIGS. 6 a-d, the booms 37 pivot together with the arms41. Arm 41 can therefore be fixedly attached to the boom 37, as a resultof which fewer cables with winches are required. This in turn leads tofewer parts which are subject to wear. Also, the boom 37 only requires asmall counterweight, if any, since this is already provided by the arm41. The connections 49 between the arm 41 may consist of a triangular orrectangular dimensionally stable framework beam, strong bars, strongsteel cables or other strong materials which are sufficiently sturdy.

With traditional STS cranes, the arm 13 is at the same level as theprojecting boom 3. This is necessary because the hoist 7 with itsballast has to be able to pass to and fro from the boom 3 to the arm 13.As a result thereof, counterweight 11 is situated high above the earth'ssurface, for example at a level of as much as 50 m. Consequently, thecentre of gravity of the entire unloading and loading crane arrangement1 is also situated at a high level, for example still above the arm 13and on the landside of hinge 33. This is disadvantageous with regard tostability. This is aggravated by the fact that the total weight whichcan be moved over rails 31 may be between 800 and 2,200 tons.

An aspect of the invention relates to such a form of the displaceablepart of the unloading and loading crane arrangement 35, that is to saythe crane module, that the centre of gravity thereof is much lower.FIGS. 7 a and 7 b show another side view of the unloading and loadingcrane arrangement 35 which has already been shown in earlier figures,but in this case the centre of gravity 73 is clearly indicated and issituated below a horizontal plane in which boom 37 is situated when thelatter is in the unloading and loading position (lowered position). Thisis due to the fact that the arm 43 is connected at a downwardly directedangle to the boom 37 via hinge 39, so that the centre of gravity of thearm 43 (including platform 44 and counterweight 435, if present) isbelow the horizontal plane in which the boom 37 is located while it isin its operating position. This is advantageous from the point of viewof consumption of material and stability. The entire movable cranemodule can consequently be made more lightweight and only a little, ifany, counterweight 45 has to be used. There are fewer dynamic loads.

FIGS. 8 a-8 d show a further aspect of the invention. FIG. 8 a againshows a side view of the unloading and loading crane arrangement 35which is in the process of unloading a ship 150 by means of hoist 7.According to this aspect of the invention, the unloading and loadingcrane arrangement 35 has a conveyor floor 75 which, in use, ispreferably situated above the quay site (provided there is a quayunderneath the unloading and loading crane arrangement). The height ofthe conveyor floor can be selected freely, depending on the specificsituation and the specific overall dimensions of the terminal.

In an embodiment, the gripper 7 of the boom 37 is configured such thatit does not go further inland than a position above the conveyor floor75. This makes it possible to make the design of the boom 37 simpler inan advantageous manner. In particular, it is then possible to omit amechanism which allows the gripper to go beyond the hinge point 39 orthe waterside guide 61, which lowers costs. Incidentally, if no conveyorfloor is provided, it is also possible to use this efficient embodimentof the boom 13 and the gripper 7. The space on the quay betweenwaterside columns 51 and the shore, the so-called STS area, can then beused for the temporary storage of containers and ship's hatch covers.

The conveyor floor 75 comprises two conveyor floor parts 751, 752 (seefor example FIGS. 8 c and 9 e), as it were. The first conveyor floorpart 751 is defined as that part of the conveyor floor 75 which isaccessible to the gripper 7, and the second conveyor floor part 752 isdefined as that part of the conveyor floor 75 which is accessible to asecond conveyor track between the conveyor floor 75 and the downstreamstore, such as the transverse conveyor track 77 in FIG. 9 e. The twofloors may be separated from one another, that is to say they do notoverlap one another. This has certain design advantages since there isthen no risk of the conveyor track 77 and the gripper 7 being in eachother's way. In that case though, the conveyor floor has to be providedwith a third transport means for moving the cargo between the first andsecond conveyor floor 751, 752. Such transport means are describedbelow.

FIGS. 8 a and 8 b show a quay 27 below the conveyor floor 75. However,it is also possible and advantageous to provide this floor if theconveyor floor is provided at least partly above water 29, for exampleif columns 51 and/or 53 are not fitted on a quay 27, but in a bed 29′.If a quay 27 is present, operators can walk underneath this conveyorfloor 75 and vehicles can then also move underneath this conveyor floor75. The conveyor floor 75 is, for example, connected to columns 51 bymeans of suitable support means which support the conveyor floor 75 insuch a manner that it can carry a predetermined number of containers ona predetermined surface. However, if the fixed structure is situatedcompletely or partly offshore, a walkway and/or bridge structure at quaylevel may be provided underneath the conveyor floor 75, if desired (seealso FIGS. 2 m and 2 n).

Conveyor floor 75 extends along quay 27 in the longitudinal direction,as can be seen in FIG. 8 b which shows a front view of the unloading andloading crane arrangement 35 viewed from the water 29. In order to beable to take containers from the conveyor floor 75 inland to a furtherstorage location, the unloading and loading arrangement 35 comprises atransverse conveyor track 77 which is supported by columns 51, 53 in asuitable manner, for example. The conveyor track 77 is provided with asuitable hoist 79, 80 which can be moved to a position above theconveyor floor 75 by means of drive means which are known per se. Thishoist 79, 80 is configured to grip containers from the conveyor floor75, lift them up, move them inland underneath the transverse conveyortrack 77 and set them down behind the unloading and loading cranearrangement 35, for example on the ground (but this may also be higheror lower). There, the containers can be placed on lorries or goodscarriages by means of further transporting means for furthertransportation.

The transverse conveyor tracks 77 run as far as the waterside row ofcolumns 51, so that a complete integration of the STS area and the stackarea is achieved. The overhead cranes 79 can thus move containers fromthe conveyor floor 75 to the stacks without the use of other transportmeans. Of course, this also applies in the other direction, i.e. fromthe stacks to the ship.

Obviously, the conveyor track 77 with its hoist can also be used fortransporting containers in the opposite direction, that is to say from astorage location inland from unloading and loading device 35 to theconveyor floor 75 in order to then be loaded onto a ship.

The upper part of the unloading and loading crane module 35 takes thecontainer out of the ship to a position on the conveyor floor 75 which,in this example, is situated at a height of approximately 11 to 12metres above the quay level on the waterside of the outer structure ofcolumns 51. The width of the conveyor floor may be chosen freelydepending on the desired throughput capacity and on the desiredunloading and loading speed. The height position of the conveyor floorwith respect to the quay level can also be chosen freely depending onthe other functions on the quay.

FIGS. 9 a-9 d and 10 a-10 b show a conveyor floor 75 which is providedwith two longitudinal conveyor tracks 94 and 95 on the waterside ofseries of columns 51, and a longitudinal conveyor track 93 on thequayside of series of columns 51. The longitudinal conveyor tracks 93,94, 95 illustrated by way of example consist, for example, of a fixedrail or crane rail structure, two rails 89 per track, but may alsoconsist of a fixed steel “trench” profile, two trenches per track oreven of a completely flat floor, as is illustrated in FIG. 9 e. Thereare sufficient vehicles 81 on the rail tracks for the crane module 35 tolower the containers onto. The rail tracks are provided with points 96,so that, for example, a vehicle 81 which moves along the longitudinalconveyor track 94 can move onto conveyor track 93. The vehicles 81 canbe moved manually, independently, or automatically across the conveyorfloor in the longitudinal direction. In the case of a flat floor or inthe case that for example both transversal guides and a longitudinalguides for the vehicle 81 are provided in the floor 75, the vehicles 81can also move or be moved in the transverse direction within the rangeof the transport means 79. Thus, the vehicles with a container can beplaced in a suitable location, so that the overhead crane 79 can liftthe containers, following which the container is moved along thetransverse conveyor track 77. This prevents, in an advantageous manner,the exact longitudinal position of the ship, in particular the relativepositioning of the container bays of the ship with respect to thetransverse conveyor tracks 77 of the crane module 35, from being ofcrucial importance to the loading or unloading of containers.

It will be clear to the person skilled in the art that where transverseand longitudinal conveyor tracks 77, 93, 94, 95 are discussed, it is inprinciple also possible to provide these conveyor tracks in and abovethe quay without a conveyor floor 75 being provided. Thus, thelongitudinal conveyor tracks 93, 94, 95 may be provided, for example inthe STS area, and the transverse conveyor track 77 may run into these.However, a number of advantages of the use of conveyor tracks whichserve a raised unloading and loading floor 75 is then lost. Thus, forexample, the safety at quay level is not improved, the conveyor tracksare susceptible to damage by other traffic on the quay, off-shore cranearrangements are no longer possible or far less practical, etc.

Instead of providing one or more longitudinal conveyor tracks on theconveyor floor 75, it is for example also possible, on an otherwise flatconveyor floor, to use an All-Directional Automated Guided Vehicle (AGV)(not shown) on the conveyor floor which is, for example, guided by alaser. In another embodiment of the conveyor floor comprisinglongitudinal and transversal (rail) guides a special Two-Directional AGVcan be used (see FIG. 18 a-c).

In an advantageous embodiment, the unloading and loading cranearrangement 35 comprises two or more transverse conveyor tracks 77 whichare arranged next to one another and which extend transversely withrespect to the quay 27 (see FIGS. 10 a and 10 b).

It is particularly advantageous if the mutual distance between suchadjacent conveyor tracks 77 measured in the longitudinal direction ofthe quay 27 and between the axes of the conveyor tracks 77 is as greatas the distance which a whole number of containers, including theintermediate space, takes up on a ship in the longitudinal direction ofthe containers. There are fixed standard distances for this purpose, sothat said intermediate distance can be determined beforehand in a simplemanner. Such dimensional accuracy between the axes of the conveyortracks 77 makes it possible to stack containers at the storage locationon land in the same way and at approximately the same intermediatedistance as on the ship. In other words: the grid pattern size isadapted to the stack size. This substantially increases the effectivefloor surface on the land on which containers can be stored. No space isrequired on the land anymore for freely movable transport means such asstraddle carriers. The distance between two conveyor tracks 77 is, forexample, approximately substantially equal to the width of one containerbay in which, for example, four 20-foot containers or two 40-footcontainers of a ship fit. The distance between tracks 77 may also beequal to twice the width, including an aisle in between, of a containerbay, as is illustrated in FIG. 10 a. In general, it is thereforeadvantageous if the distance between two conveyor tracks 77 is aninteger multiple of the width, including intermediate spaces, ofcontainer bays of a ship.

When there are several unloading and loading crane modules, according toan aspect of the invention, the distance in between is adapted to thisintermediate distance between adjacent conveyor tracks. The dimensionsof these unloading and loading crane modules may be such that they canbe brought so close together that two adjacent unloading and loadingmodules can process adjacent bays of containers simultaneously.

By way of example, a width of the conveyor floor 75 of approximately 7to 8 m may be chosen, as a result of which the two illustratedlongitudinal conveyor tracks 94, 95 can be realized adjacent to thewaterside of the outer structure of columns 51. As has already beenmentioned, the example from FIG. 9 a has one conveyor track 93 on theinner side of the outer structure of columns 51. However, the inventioncan also be realized using different numbers of longitudinal conveyortracks on the landside and/or the waterside.

Thus, there is a trend at current container terminals for 6 STS cranesto be operational simultaneously next to one another. In order to beable to unload the ship quickly, at least three longitudinal conveyortracks are required on the outer side of the row of columns 51.

In order to be able to simultaneously load the ship quickly, threeconveyor tracks have to be provided on the inner side of the row ofcolumns 51, the relevant parts being as shown in FIG. 9 e.

The selection has to be adapted to the desired processing speed and tothe desired redundancy options in case of failures. The points 96 of therail tracks 93, 94, 95 illustrated in FIGS. 10 a and 10 b, for example,make it possible to guide vehicles 81 around congestion on a particularlongitudinal conveyor track.

With a chosen “lane width” (the width between conveyor tracks 77, seefor example FIG. 10 a) in the stack area 99 of approximately 27 to 30metres which is also continued in the buffer-in area 97, thelongitudinal transportation of the containers via, for example,longitudinal conveyor tracks 93, 94, 95 on the conveyor floor willremain very limited. If this “lane width” is moreover adapted to thewidth of the “bays” on the ship, the necessity of longitudinaltransportation on the conveyor floor is limited further to a minimum.

The terminal lay-out is chosen such that sufficient flexibility isoffered with regard to the current ships. Embodiments of the inventionmake it possible for all containers on the longitudinal conveyor tracks(which form part of the conveyor floor 75) to be moved, manually, orwith a chain system, or semi-automatically, or completely automatically,to within the “lane width” of the buffer-in area 97 which is preferablysubstantially equal to the “lane width” of the stack area 99.

By incorporating one or more points structures into the conveyor floor,containers can also be transported to the inner side of the fixedstructure without having to use the fold-out overhead crane system 85(see FIGS. 9 a, 9 b) or displacement device 87′ (see FIGS. 9 c, 9 d).

The track points system 96 on the conveyor floor increases theflexibility and is not only necessary in case of a local malfunction.Apart from the above-described small longitudinal displacements alongthe conveyor floor, it is of course also possible to move containersacross large distances over the conveyor floor 75 in the longitudinaldirection, should this be necessary.

A further aspect focuses on the use of the conveyor track 77 withdedicated hoist or dedicated robot device 79, as clarified further inFIGS. 9 a and 9 b. The conveyor track 77 extends as far as column 51 andis supported by the latter. Via a hinge 87, the conveyor track 77 isconnected to a subconveyor track 85 which, in use, can be swung abovethe conveyor floor 75 in such a manner that the latter extends in linewith conveyor track 77. A robot 79 with suitable hoist 80 can be drivenin a transverse direction over the conveyor track 77 by suitable drivemeans. In use, the subconveyor track 85 is in a downward position andthe robot 79 can move from the conveyor track 77 to the subconveyortrack 85 and vice versa, as is indicated in FIG. 9 b.

FIG. 9 a shows how containers are stacked in the buffer-in area 97 onthe quay between columns 51 and 53. The figure shows how hoist 80 ofrobot device 79 has taken a container 88 out of the stack and lifted itto a higher position. FIG. 9 b shows how this container 88 is moved to aposition above a vehicle 81 by means of the robot 79, where thecontainer 88 is placed on the vehicle 81. Vehicle 81 is placed on one ofthe longitudinal conveyor tracks 93, 94, 95 on conveyor floor 75 and isdisplaceable in a direction along quay 27. Vehicle 81 can be moved bymeans of suitable drive means, optionally manually or automatically. Bymeans of vehicle 81, containers can still be displaced in thelongitudinal direction before they are loaded onto the ship by means ofhoist 7. This is necessary in situations where the stacking ofcontainers on the ship in the longitudinal direction of the quay 27 doesnot exactly match the stacking in the buffer-in area. Instead of avehicle, it is also possible to use a conveyor belt, for example in theform of a chain.

FIGS. 9 a and 9 b show the process when a container is moved from thebuffer-in area onto the ship. Obviously, it also works in the oppositedirection.

FIG. 9 a also shows a container 83 which is held by hoist 7 (notillustrated in FIG. 9 a) and is in the middle of an upward/downwardmovement in order to be placed on the vehicle 81 or to be lifted fromthe latter. At the location of the conveyor track 77, such a container83 with hoist 7 must not collide with subconveyor track 85. Therefore,subconveyor track 85 is at that point in time pulled upwards about hinge87 so that it is not on the path of the container 83.

In order to ensure that the subconveyor track 85 is not on the path ofhoist 7 with container 83 when the container 83 is at the location ofthe conveyor track 77, the structure can also be configured in such away that the subconveyor track 85 can be retracted or extended in thetransverse direction, at right angles to the quay 27 (see FIGS. 9 c and9 d), via displacement device 87′. When retracted, subconveyor track 85′is not situated above vehicles 81 and not on the path of hoist 7 withcontainer 83. When extended, subconveyor track 85′ is situated abovevehicle 81 so that robot 79 can move to a position above vehicle 81 andcan load and unload containers there.

As is illustrated in FIG. 9 e, it is also possible, as an alternative tothe provision of a subconveyor track, to use an All-Directional AGV or aTwo-Directional AGV to move cargo on the conveyor floor as illustratedin FIG. 11 b. These All- or Two-Directional AGVs are capable of movingboth in the longitudinal and in the transverse direction withoutchanging the orientation of the cargo it is transporting. As a resultthereof, the AGV can position itself in a spot where the AGV isaccessible to the gripper of the boom and can then move in thelongitudinal and transverse direction to a spot which is accessible tothe gripper 79 of the transverse conveyor track 77. The use of such AGVsthen makes the hinged or slidable subconveyor track redundant.

FIGS. 10 a-b and 11 a-b clarify certain aspects by means of diagrammatictop views and a view in perspective. It can clearly be seen thatvehicles 81 can be displaced in the longitudinal direction along thequay 27 in order to match the stacking on the quayside with that on theship. Reference numeral 79 shows a robot in its position on thesubconveyor track 85 above a vehicle 81 in order to load or unload acontainer. Reference numeral 79′ refers to a robot in a position abovethe buffer-in area 97.

FIG. 12 shows an overview of a known container terminal. The terminalhas a buffer-in area 2, substantially between the waterside rails 25 andthe landside rails 23, underneath the boom 3 a, 3 b and fixed arm 13 ofthe crane module 1. Behind it, in the landside direction, the stack area4 is situated, and in an adjacent part 6, lorries can be loaded andunloaded.

Containers on sea-going vessels are usually stacked in the longitudinaldirection of the ship, in other words the longitudinal axis of thecontainers runs parallel to the longitudinal axis of the ship. The knownSTS cranes or crane modules 1 lift the containers from the ship andplace them in the buffer-in area 2 without turning them, i.e. thelongitudinal axis of the containers still runs parallel to the quay.From the buffer-in area 2, the containers are moved to the storage sitein the stack area 4 by means of straddle carriers, tractors orreach-stackers 103. During this move, the containers are usually turnedby 90°, so that the longitudinal axis ends up at right angles to thequay.

FIG. 13 a shows an embodiment according to a particularly advantageousaspect of the invention, in which the dimensions of the STS (crane) area98, the buffer-in area 97, the stack area 99 and the lorry-loading area99′ are matched to one another. In the STS or crane area, that is to saythe area 98 between the quay 27 and the outer structure of columns 51, asmall longitudinal displacement is only necessary for a small number ofthe containers and this takes place on the conveyor floor, in thisexample at approximately 11 to 12 m above quay level.

The buffer-in area 97, the stack area 99 situated behind it and thelorry-loading area 99′ are of exactly the same width, so that furtherlongitudinal moves are, in principle, not necessary.

The above-described embodiment removes the need for rotating containersand also reduces the number of metres to be travelled by the container.As a result thereof, the throughput speed of the container terminal isimproved and the energy consumption is reduced. Less travel for thecontainers means less wasted space and also less wear, less CO₂ andfewer emissions of fine particulate matter, less noise and fewer safetyrisks.

Containers at the terminal are mainly transported by means of robotdevices or overhead cranes 79 along conveyor tracks 77. This has theadvantage of a relatively low own weight of this transport meanscompared to the weight to be displaced and the low rolling friction ofthe steel wheels on the steel rails. The drive mechanism for bothlifting and driving is electrical, thus saving on (fossil) fuel andresulting in lower emissions, less CO₂, less noise and, if desired, 100%automation.

By means of the described advantageous embodiment, lorries can be loadedin zone 99′ without the lorries having to enter the terminal site. Inaddition, depending on the location of the rail tracks, trains can beloaded by means of the same system.

FIGS. 13 b and 13 c show a diagrammatic illustration of the loading andunloading process in a specific situation. The transportation ofcontainers at the terminal can be fully automated as the position in thehorizontal and in the vertical plane of each container is known and thedistances are travelled according to preprogrammable routes which are atright angles to one another and using preprogammable transport means andspeeds. Traffic never has to cross at the same level. FIG. 13 d shows afurther diagrammatic illustration of the loading and unloading process.It is similar to the example of FIG. 13 c, except that the vehicles aremade to move in (clockwise) loops, which advantageously reduces thechance that two vehicles obstruct each other.

The loading process and the unloading process can be carried outsimultaneously by one STS crane module, which is an importantrequirement for the latest generation of container terminals.

As a result of the integration of the transport systems of the stackarea (77, 79, 79′) as far as above the conveyor floor 75 in the STSarea, all containers can be transported from or to the ship over thequay site without the use of other means of transport, such as straddlecarriers, terminal tractors and AGVs. This results in a higherprocessing speed, less waste of space, shorter distances, increasedsafety and fewer polluting effects.

FIG. 14 shows an impression of the installation by means of whichcontainers can be loaded onto lorries or goods carriages from thestorage space or can be unloaded therefrom. In the embodiment from FIG.14, the conveyor track 77 not only extends to a position above thestorage space, but also above a road on which lorries can drive. Thesame robots 79 with hoists 80 can be used to carry out the loading andunloading.

However, in an alternative embodiment, additional robots are providedfor this purpose. This obviously means that these will have to operatein tune with the robots 79 which are on the same conveyor tracks 77. Inorder to achieve a flexible procedure of loading and unloading thelorries, the hoist 80 is preferably configured such that it can also bedisplaced at right angles to the direction of the conveyor tracks 77,i.e. in a longitudinal direction of the stored containers and in thedirection of travel of lorries on the road.

Due to these measures, it is possible to achieve a substantial energysaving and to load and unload more quickly. In addition, there will beless noise and it will be possible to increase the degree of automation.

FIG. 15 shows a scan area 100 situated between the buffer-in area 97 andthe stack area 99. In FIG. 15, the scan area 100 forms a transversestrip which is provided with scan tracks 101. In the present example,the scan tracks 101 run in substantially longitudinal direction, i.e.parallel to the quay. Furthermore, a container inspection system 102,103 is provided in the scan area 100, in the present example in the formof an Integrated Container Inspection System (ICIS), see also FIG. 16and FIG. 17. The following are used as part of the system: a VACISportal (Vehicle And Cargo Inspection System), a module for radiationmonitoring (“Radiation portal monitoring”), an OCR module (automatedcontainer identification), and an “Empty view system”.

In a variant which is particularly advantageous if the conveyor floor 75is completely or partly above water 29 and as a result thereof little orno stack space is present between the columns 51 and 53, the scan area100 can also be provided essentially at the level of the conveyor floor,substantially between or near columns 51 and 53. The scan area 100 canthen also be integrated with the conveyor floor 75, in particular thelongitudinal tracks 93, 94, 95 of the conveyor floor 75 can be sharedwith the scan tracks 101.

Preferably, use is made of a mobile scanning installation 103. Knownmobile scanning installations make it possible to drive over and alongcontainers at a speed of 10 to 20 km per hour or more and to generatecomplete scanning results while simultaneously communicating with acentral ICIS server via a high-speed wireless network.

According to an embodiment of the invention, the scanning can, ifdesired, be carried out over and along container stacks which are threeunits high. Furthermore, the area 100 where scanning takes place is notmanned and therefore no health risks will result from the radiation usedin the scanning process.

When dealing with small number of containers, the overhead cranes 79along the conveyor tracks 77 can take the containers from the conveyorfloor 75 and place them directly on a scanning track 101 in apredetermined number of rows which are, for example, three units high.In this case, no temporary storage in the buffer-in area 97 isnecessary. After scanning, the containers are transported to the stacksor stack area 99 by means of overhead cranes 79.

When dealing with large numbers of containers, the containers will beplaced both in the buffer-in area 97 and in the scan area 100, and thescanning will continue during the off-peak hours.

The mobile scanning installation 103 can be controlled manually,semi-automatically or completely automatically. The overhead cranes 79can be programmed to place the containers, for example at night,according to fixed patterns and frequencies on the scanning tracks 101and transport them on to the stack area 99 after scanning.

The advantage is that, depending on the number of tracks and the numberof mobile scanning installations, all containers can be scanned beforethey are placed in the stack area.

In known container terminals, containers are only scanned at random. Inknown container terminals, the selected containers to be scanned aredriven by a lorry or other terminal vehicle to a fixed scanninginstallation. The invention, an embodiment of which is illustrated inFIGS. 15, 16 and 17, makes it possible in practice to check allcontainers, which is highly desirable from the point of view of safetyand traceability.

Except for scanning, the transverse scan tracks 101 can also be used todisplace containers in the longitudinal direction, i.e. parallel to thequay, from one track to the other or from one stack 99 to the other incase there are failures or emergency situations in other parts of theterminal.

In terminals where the loading of ships forms an important part ofcontainer transport, the conveyor tracks 101 can mainly be used for thetransportation of containers from the stacks to the ship. This makessimultaneous unloading and loading, the so-called dual-cycling, possiblein an optimum manner. For example, if the longitudinal conveyor tracks93, 94, 95 on the conveyor floor 75 are used to transport the containersaway from the ship, the longitudinal conveyor tracks 101 can be usedsimultaneously to transport other containers to the ship. Both theoverhead cranes 79 and the STS crane modules 35 can then always returnfully loaded to the location where the unloading procedure is takingplace at that point in time.

In the transverse scanning area 100, several conveyor tracks 101 areinstalled on railway or crane rails, two per track, or in recessedtrenches or on flat floors on which the containers are put down by theoverhead cranes on wheel sets which have been coupled together. As aresult thereof, it is also possible to displace the containers in thelongitudinal direction.

The mobile scanning installation also drives in the longitudinaldirection of the terminal along a dedicated, optionally raised orrecessed rail system, the gauge of which can be adapted, as desired, tothe number of conveyor tracks in the transverse strip, as is illustratedin FIG. 17.

FIGS. 18 a-b schematically show a vehicle 810 that is particularlywell-suited for use as transport vehicle 81 on a conveyor floor 75, asshown in FIG. 18 c. The vehicle 810 comprises an upper part 801,suitable for supporting a container, and one or more undercarriages 802(in the present example, three undercarriages). Each undercarriage 802is provided with an engine or other drive means for moving theundercarriage and comprises two rows of longitudinal wheels 803 (in thepresent example with three wheels in a row) and two rows of transversalwheels 804. The longitudinal wheels and the transversal wheels areperpendicular to each other.

The undercarriage is provided with means for raising and lowering thelongitudinal rows of wheels 803. The rows of wheels 803, 804 are thusarranged in the undercarriage 802 in such a manner that theundercarriage 802 may be moved up and down (along direction u). When thelongitudinal rows 803 are lowered, the undercarriage is moved up (seeFIG. 18 a (1)) and the longitudinal wheels will support the vehicle 810.The vehicle can then move in a longitudinal direction. When thelongitudinal rows 803 are raised, the undercarriage is lowered untilsuch point that the transversal rows of wheels 804 will support theundercarriage (18 a (2)). The vehicle is then ready to move in atransversal direction.

Many variations of this general principle are possible. For example, itis possible to keep the longitudinal wheels 803 fixed with respect tothe undercarriage 802 and make the transversal wheels 804 verticallymoveable along direction u. The number of wheels, rows, andundercarriages can be varied.

The vehicle 810 may be made of relatively (compared to known AGVs)light-weight materials, such as synthetic materials. In particular theupper part 801 and/or the wheels can be made of synthetic materials toreduce weight. The basic principle of two-directional vehicle 810, whichallows only two basic directions of movement, and for example nodiagonal movement, allows for a simple and robust design, unlike knownall-directional AGVs. When the vehicles weigh less, the demands on thestructure of conveyor floor 75 are reduced, allowing a less expensiveconstruction.

FIG. 18 c shows a vehicle 810 on conveyor floor 750, which floor isprovided with longitudinal guides 811 for the longitudinal wheels 803and transversal guides 812 for the transversal wheels. It is alsopossible to provide electric conductors in the conveyor floor or in oron the guides for powering an electric motor in vehicle 810. In thatcase, the vehicle can independently and automatically move using anelectrical engine in the vehicle, and does not need to be provided witha battery that must also regularly be recharged.

It is to be understood that the invention is limited by the annexedclaims and its technical equivalents only. In this document and in itsclaims, the verb “to comprise” and its conjugations are used in theirnon-limiting sense to mean that items following the word are included,without excluding items not specifically mentioned. In addition,reference to an element by the indefinite article “a” or “an” does notexclude the possibility that more than one of the element is present,unless the context clearly requires that there be one and only one ofthe elements. The indefinite article “a” or “an” thus usually means “atleast one”.

1-18. (canceled)
 19. Unloading and loading crane arrangement (35) with aboom (37), in particular a projecting boom, for loading and unloading aship using a gripper (7) attached to the boom, which boom (37) ishingedly connected to an arm (43) via a hinge point (39), wherein thearm (43) is placed on at least one landside guide (59) and one watersideguide (61), characterized in that the waterside guide (61) is placed ata higher level than the landside guide (59).
 20. Unloading and loadingcrane arrangement according to claim 19, wherein at least one guide (59,61) is placed on columns (51, 53) which have been placed in a quay (27)and/or a bed (29′).
 21. Unloading and loading crane arrangementaccording to claim 19, wherein the waterside guide (61) is placed atleast 10 metres, preferably at least 15, more preferably at least 20metres or higher than the landside guide (59).
 22. Unloading and loadingcrane arrangement according to claim 19, which is configured anddimensioned in such a manner that the centre of gravity of thearrangement is lower than a horizontal plane in which the boom (37) issituated when it has been lowered, in which lowered position the gripper(7) can load and unload the ship.
 23. Unloading and loading cranearrangement according to claim 19, wherein the boom (37) is fixedlyconnected to a further arm, preferably an upright arm (41), and whereinthe boom (37) and further arm are situated at least essentially oneither side of a hinge point (39), by means of which the boom (37) ishingedly connected to the arm (43).
 24. Unloading and loading cranearrangement (35) according to claim 23, wherein the boom (37), togetherwith the upright arm (41) and with further connecting bars, forms aframework structure (49).
 25. Unloading and loading crane arrangement(35) according to claim 24, wherein the boom (37) in the frameworkstructure (49) forms one dimensionally stable projecting beam with atriangular or rectangular cross section.
 26. Unloading and loading cranearrangement (35) according to claim 24, wherein the further arm (41) isdimensioned and configured to act as a counterweight when the boom (37)pivots about the hinge point (39).
 27. Unloading and loading cranearrangement (35) according to claim 24, wherein the further arm (41) isconnected to a distal end of the arm (43) via a draw bar (47′). 28.Unloading and loading crane arrangement (35) according to claim 19,wherein the hinge point (39) is situated on the landside of a watersideguide (61).
 29. Unloading and loading crane arrangement (35) accordingto claim 19, wherein the arm (43) is provided with a parking platform(90) for placing the gripper (7) and/or a cab for an operator (7′) whichis connected to the gripper there when the boom (37) is tilted upwards.30. Unloading and loading crane arrangement (35) according to claim 19,wherein the boom (37) is provided with an anchorage (48) which can bedisplaced along the latter and to which a cable (46) is attached by oneend thereof, which cable (46) has another end which is attached to aguide (61) or column (51) for anchoring the boom (37) in an upwardlytilted position.
 31. Unloading and loading crane arrangement (35)according to claim 19, wherein the arm (43) is provided with wheels (55,57), configured to run on an upper surface of a guide (59, 61) andrunning wheels (65, 63) configured to run in a groove in a guide (59,61).
 32. Unloading and loading crane arrangement (35) according to claim19 wherein the arm (43) is provided with an anchorage (67) which can bebrought into an open position (67′) and a closed position, and which, inthe open position, allows the arm (43) of the arrangement to bedisplaced in the longitudinal direction along a column (51, 53) and, inthe closed position, prevents this passage.
 33. Two or more adjacentunloading and loading crane arrangements, wherein each unloading andloading crane arrangement (35) is configured according to claim 19,characterized in that the boom (37), the arm (43), and further arm (41)of the two or more unloading and loading crane arrangements aredimensioned and configured such that the grippers (7) of two suchunloading and loading crane arrangements operating next to one anothercan simultaneously load and/or unload containers from adjacent bays on acontainer ship.
 34. Unloading and loading crane arrangement according toclaim 20, which is configured and dimensioned in such a manner that thecentre of gravity of the arrangement is lower than a horizontal plane inwhich the boom (37) is situated when it has been lowered, in whichlowered position the gripper (7) can load and unload the ship. 35.Unloading and loading crane arrangement (35) according to claim 25,wherein the further arm (41) is dimensioned and configured to act as acounterweight when the boom (37) pivots about the hinge point (39). 36.Unloading and loading crane arrangement (35) according to claim 25,wherein the further arm (41) is connected to a distal end of the arm(43) via a draw bar (47′).
 37. Unloading and loading crane arrangement(35) according to claim 25, wherein the hinge point (39) is situated onthe landside of a waterside guide (61).
 38. Unloading and loading cranearrangement (35) according to claim 20, wherein the arm (43) is providedwith a parking platform (90) for placing the gripper (7) and/or a cabfor an operator (7′) which is connected to the gripper there when theboom (37) is tilted upwards.